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0 Introduction
Ship resistance and propulsion plays a vital role in designing new ship. The Study of
ship resistance is a complex function of displacement, shape and speed. From Froude treatment,
resistance to motion is caused by energy that being changes into surface waves and it occurred
when the ship motion that causes pressure between the surface of hull and the adjacent fluid.
Resistance is higher when the speed of the ship is high, thus it will increase the effective power
to produce thrust to move the ship. Increase in effective horsepower will also increase the fuel
consumption in order to convert the energy into thrust to move the ship. If the fuel is the main
cost consideration when deciding the operating cost, it is uneconomical to design a ship with
high resistance, since it will affect the usage fuel consumption. With the global economic
climate tends to drop, the fuel cost had become a relatively a smaller cost of ship operation.
When the demand of fuel begin to grow back, it is important of ship owner to view the efforts of
reducing ship resistance.
Resistance occurred depends in many factors such as surface finish of the hull,
speed and the hull dimension and form. Design of hull must be able to reduce resistance. The
design of bulbous bow could reduce the wave making resistance thus it will effects the selection
of propulsion system. Roughness also is a factor that could reduce ship resistance. It is
important for the hull body to be smooth as it will help to reduce the resistance. In the form of
hull. The ‘V’ design rather than ‘U’ design shape could also reduce the ship resistance.
In the propulsion point of view, the selection of propeller geometry will help to reduce
the usage of fuel consumption. Some of the consideration of geometry features is diameter of the
propeller, RPM, blade area ratio and much other geometry. The correct selection of the
geometry will give benefits to the ship owner because it will affect the performance, efficiency,
powering and the resistance of the ship.
Fuel is the main chemical energy that is used to convert into mechanical energy to propel
the ship. The impact of fuel price had caused ship owners to give attention regarding the fuel
consumption. The knowledge that we get from resistance and propulsion is important in order to
maintain our global fuel reservoir .The improvement in technology will improve the design of
ship in terms of the propulsion system and resistance. By doing so, the shipping industry will
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help to reduce fuel consumption and thus will give a longer time for our fuel reservoir to end up
before new types of energy is discovered.
In conclusion, by having the knowledge of ship resistance and propulsion, engineers will
tend to design a better ship that could resolve the problem regarding hull form, fuel consumption
and other factors that lead to the economical and optimum performance of ship while operating.
Figure 1.0
For the project, we were assigned to do some resistance and propulsion characteristics for
buoy tender vessel. Figure 1.0 above show one of the example of buoy tender vessel in
Malaysia owned by Marine Department. Buoy tender vessel operates as a vessel to handle buoy
navigation and mooring buoys. It is also equipped to carry out general harbor work, towage and
occasional pilotage tasks. From the resistance and propulsion point of view, the vessel have a
hull shape that with high wave making resistance. The hull does not have any bulbous bow to
reduce the wave making resistance.
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The block coefficient CB is between the range of 0.6 - 0.65 since the vessel operates not
to carry any cargo. Speed of the vessel is not a factor when it operates as it only operates nearly
port area.
Before we go further in the calculation of ship resistance, firstly we need to know the
method to obtain ship resistance. The method to get the ship resistance was produced from our
pioneer William Froude. He firstly did the experiment using a plank model and the discovery of
his research gives a lot of benefits to our modern ship design. In this chapter, the method of
obtaining the ship resistance is briefly explained.
RrsRrm=
Rrs ∆s∆m
Rfs Rfs
=12ρsv2Cf
Rts = Rfs +
Rts
Rrs
Figure 1.2
From the chart above, it is a step by step method on finding a ship resistance. The Rt is
obtained from the model test that was done at towing tank at varies speed. Next is to obtain the
residuary resistance,Rf by using the frictional resistance equation. The value of Cf could be
obtained either using Blasius, Prandtl, ATTC 1947 line, ITTC 1957 friction line or ITTC 1978
friction line. After gaining the value of Rf , the value Rr could be obtained using Froude law of
Rt = Rr +Rf , then we get the value of Rr for model. To convert the value of Rrm to Rrs, we need to
used the Froude’s Law of Comparion(FLOC) which he stated that the ratio of residuary
resistance is equal to the ratio of displacement. Then after we gain the value of Rrs , use once
again the method to obtain Cf to get the value of Rfs. Lastly, the value of Rts is obtained using the
equation of Froude’s assumption; Rts = Rfs + Rrs.
1.3 Methodology of designing propulsion system
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During the design process it is important to select good propulsion system that will give
effect to the ship operation. The selection of propulsion system covering from the propulsor to
the power to be selected depending to the type of operation of the ship. Since for our vessel,
efficiency is not a major concern, but still we need to select the propulsion to the vessel. The
flow chart below will briefly explain the step in selecting ship propulsion system.
Figure 1.3
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Effective Horsepower or EHP is the power required to overcome a vessel’s resistance at a
given speed, not including the power required to turn her own propeller and operate her
machinery. In this section, we need to calculate the effective horsepower of the given hull form
which is on our case, for buoy tender. The calculations are basically based of the standard ITTC
1957 procedure.
Vm=1.3185ms γm freshwater@27℃@80.6℉=0.85409×10-6m3s
Rnm=Vm LWLm γm
=0.2480.6-59=-5.184%
=0.85409×10-6m3s1-0.05184
=8.098×10-7m3s@59℉
Density new,ρm.
=966.4kgm31-0.05184
=916.302kgm3
=4.07×10-6@59℉
Cfm=0.075logRn-22=0.075log4.07×10-6-22 @59℉
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=3.53×10-3
Rfm=Cfm×12ρsv2=3.53×10-3×12(916.302kgm3)1.755m2 1.3185ms2
=4.934N
Rrm=Rtm-Rfm=10.143N-4.934N
=5.21N
So,
Rrs=5.21N×483.4tonne0.1343tonne
=18752.9N
For ship,
LWLs=ls=37.98m
=0.1649×109@15℃
Cfs=0.075logRn-22=0.075log0.1649×109-22
=1.942×10-3
Rfs=Cfm×12ρsv2=1.942×10-3×12(1025kgm3)405.35m2 5.144ms2
=10675.2N
Rts=Rfs+Rrs=10675.2N+18752.9N
7
=29428.1N@15℃seawater
PE=Rt×Vs=29428.1N×5.144ms
=151378.2 Watt
So,
Vs PE(kW) PE(Hp)
10 151.38 202.85
11 225.84 302.63
12 337.03 451.62
13 463.88 621.60
14 701.11 939.5
15 1058.22 1418.01
16 1591.59 2132.73
Table2.0
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The graph shows that, the increasing of speed will cause the higher propulsive energy
needed. This will lead to more fuel consumption required to produce the required forces due to
ship forward movement. Speed will affect the resistance produce which is more required speed
will increase the resistance. Hull form are really important in order to decrease the value of RT
but maintain the design speed. But since the Buoy Tender vessel does not really require the high
speed, the hull form are not important issues to build this ship as long as the vessel can perform
her duty.
Ship particulars
∆s =483.4 tonne
∇s =471.61 m3
LBP =37m=121.39feet
In order for using Series 60 method, we are using LBP = 400 feet =121.92 m. So, we need to
convert all the ship particulars into 400 feet ship particulars.
C =LVV+22×∆13
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=37meter10knot10knot+22×483.4tonne13
C =6.788
∆400 feet13=121.92meter6.78818.15knots18.15knots+22
∆400 feet13=22.14
∆400 feet=22.143
In order to using Series 60 chart, we will estimates the resistance, by finding the value of K ,
K =4πFn∇
=4πVg∇13
V400 =9.33m/s
So, K is,
=4π9.339.8110980.213
=2.25
10
©L-©400 =+0.069
©L=©121.39=0.78+0.069
©121.39=0.849
RTS=π125×12ρ∇23V2©
=π125×121.02560.58835.1420.849
=17.5tonnem3×m323×m2s2×1000kg1tonne
=17.5 kN
PES=RTS×Vs
=17.5 kN ×5.14ms
=90.0kW
C=LVV+22×∆13
=37meter11knot11not+22×483.4tonne13
C=6.585
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∆400 feet13=121.92meter6.58519.97knots19.97knots+22
∆400 feet13=22.41
In order to using Series 60 chart, we will estimates the resistance, by finding the value of K ,
K =4πFn∇
=4πVg∇13
V400 =10.26m/s
So, K is,
=4π10.269.8110980.213
=2.46
©L-©400 =+0.068
©L=©121.39=0.935+0.068
©121.39 =1.003
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So, in order to find Resistance ship,
RTS=π125×12ρ∇23V2©
12
=π125×121.02560.58835.65421.003
=24.99tm3×m323×m2s2×1000kg1tonne
=24.99 kN
PES=RTS×Vs
=24.99 kN ×5.654ms
=141.3kW
C=LVV+22×∆13
=37meter12knot12knot+22×483.4tonne13
C=6.42
∆400 feet13=121.92meter6.4221.78knots21.78knots+22
∆400 feet13=22.64
∆400 feet=22.643
In order to using Series 60 chart, we will estimates the resistance, by finding the value of K ,
K =4πFn∇
13
=4πVg∇13
V400 =11.2m/s
So, K is,
=4π11.29.8111319.313
=2.68
So, from Series 60 graph, we cannot use the graph since the value cannot be plot.
Figure 3.1
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Figure 3.2
This method will give rough estimation regarding the value of PE But Still, it could be
used for estimating and to know the characteristics of the ship power..
Admiralty Coefficient
Assumption,
AC=∆23v3Ps AC=3.7L+75v
PD=Psηs.ηB
PE=PD.ηD
Assumption,
L ship=37.98 m
For Vs = 10 knot
= 5.14 m/s
AC=3.737.98m+755.14ms
=76.8
Ps=∆23v3AC
Ps=483.3tonne235.14m/s376.8=108.92kW
So,
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PD=108.920.98=106.74 kW
PE=106.74 kW0.97
=103.54kW
For Vs = 11 knot
= 5.654 m/s
AC=3.737.98m+755.654ms
=71.88
Ps=∆23v3AC
So,
PD=154.90.98=151.8 kW
PE=151.8 kW0.97
=147.2kW
For Vs = 12 knot
= 6.168 m/s
AC=3.737.98m+756.168 ms
=67.8
Ps=∆23v3AC
Ps=483.3tonne236.168 m/s367.8=213.2kW
So,
PD=213.20.98=208.9 kW
PE=208.9 kW0.97
=202.65kW
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For Vs = 13 knot
= 6.682 m/s
AC=3.737.98m+756.682 ms
=64.33
Ps=∆23v3AC
Ps=483.3tonne236.682m/s364.33 =285.66kW
So,
PD=285.66kW0.98=279.99 kW
PE=279.99 kW0.97
=271.5kW
For Vs = 14 knot
= 7.196 m/s
AC=3.737.98m+757.196 ms
=61.36
Ps=∆23v3AC
So,
PD=374.05kW0.98=366.66 kW
PE=366.66 kW0.97
=355.6kW
For Vs = 15 knot
= 7.71 m/s
AC=3.737.98m+757.71 ms
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=58.8
Ps=∆23v3AC
So, PD=480.14kW0.98=470.53 kW
PE=470.53 kW0.97
=456.42kW
For Vs = 16 knot
= 8.224 m/s
AC=3.737.98m+758.224 ms
=56.55
Ps=∆23v3AC
Ps=483.3tonne238.224 m/s356.55=605.8kW
So, PD=605.8kW0.98=593.72 kW
PE=593.72 kW0.97
=575.91kW
Result and comparison for the method that we use to predict the PE
12 337.03 - 202.65
18
13 463.88 - 271.50
14 701.11 - 355.60
15 1058.22 - 456.42
16 1591.59 - 575.91
Table 3.3
Table 3.4
From the calculation of estimation of PE, it can be said that at the increasing speed of the
ship, the effective power required will also increase. Using admiralty and series 60 will under
estimate from the value of PE of the ship and it differ from the PE obtain from the real calculation.
Even though it does not give the exact estimation of the PE, but still it give enough early
prediction for the design stage of the ship.
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4.1 Propeller geometrical features
For this part, we use 4 type of B-series chart with differing blade number (Z) and blade
area ratio (BAR). The value that we obtain will be compared to select the best features for our
vessel. Firstly, we assumed the value of N (rpm), wake fraction (w), and thrust deduction factor
(t) from the past buoy tender vessel that is slightly similar to our vessel. Before that, we need to
calculate the diameter of the vessel.
The total of length to put the propeller is, 168.75 cm. Estimate the clearance for Y is 20%
and clearance for Z is 5%. So, the total of clearance is 25%. The diameter for the vessel is:
Figure 4.0
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Figure 4.1 Bu-δ chart
N =
VA= Revs/min
Vs1-w
U= = SV a0.00307 in
121-0.25
HP
= 9 knots
S = thrust in lb
D = diameter in
feet
T= R1-t
= 54.61-0.11
= 61.35KN
= 61.359.81× 10.4536
= 13787.1 lbs
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Bu=NS0.5Va20.005541
=50013787.10.592×0.05541
=40.16
Construct a straight line at Bu-δ until it intersects with maximum efficiency line and we get:-
δ = 295, η = 0.476, PD=0.59
Using δ = 295, find Do find δ' using Dmax associated to our
vessel
Do=δVaN δ'=NDVa
=2959500 =5004.2649
Construct a straight line at Bu-δ until it intersect with maximum efficiency line and we get
Using the efficiency that we get from δ and δ' to calculate the % loss
% loss=0.476-0.4320.476×100
=9.24%
Using Bu-δ has a limit in defining the characteristics of the propeller. It does not define the value
of torque and thrust characteristics. So, by using B series K-J chart, we could define the torque
and thrust characteristics for the B.4-55 propeller.
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Figure 4.2 KJ chart
J=VAND T= R1-t
=12×0.51441-0.25500601.3=0.427 = 54.61-0.11=61.35KN
= 61.35×1031025×500602×1.34
=0.302
Use the value of KQ obtained from the graph to obtain the value of torque
KQ= QρN2D5
η= J2π × KJKQ
= 0.4272π × 0.3020.045
= 0.0456
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We will compare the ηo in order to choose between 4 charts which have different number of
blade and different blade area ratio.
D from AutoCAD 1.3 meter 1.3 meter 1.3 meter 1.3 meter
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Thrust for KJ chart 61.35 kN 61.35 kN 61.35 kN 61.35 kN
Table 4.3
From the comparison, we can conclude that the optimum propeller design is with 4
blades and with 0.55 area of blade ratio since it have the largest value of efficiency which is
45.6% and the lowest losses which is 9.24%. Then we will calculate the value of propeller
efficiency, ηD.
We estimate:
ηD=ηo.ηR.ηH ηH=1-t1-w=1-0.111-0.25=1.182
=0.456×0.98×1.182 ηR=0.98
ηD=PEPD
PD=337.03 kW0.53
=635.91kW
From equation,
PDPB=ηS
25
PB=PDηS=635.91kW0.98
=648.89kW
So, PB should include margin power above predicted value by adding 20%,
PB+margin=P install
648.89kW+0.2×648.89kW=778.67kW
To calculate PE trial
PEtrial=PE×1+x
PEtrial=PE×1.2
PEservice=PEtrial×1.2
Vs PEtrial kW PEservice kW
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Table 4.4
Figure 4.5
5.0 Conclusion
Resistance and propulsion play a major role in designing a ship. In terms of designing a
ship the most important thing that we need to consider is the resistance and propulsion
characteristics itself. From part 2, this is the most standard way in designing a new ship. By
performing a model test and applying Froude theory, we could obtain the ship resistance. Many
methods were develop for predicting ship resistance. One of the mostly used is ITTC 1957.
From part 2, we can see that the value of resistance increase with the speed of the vessel. This
shows that more power needed to propel the ship. The power will become greater when the
demand of speed increase. So, it is important for naval architect to know the powering
requirements for latter stage of design.
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In part 3, we are exposed to predict the powering of the ship without doing any model
test. This method is important in preliminary proposals for the ship owner. In order to know the
early characteristics of the ship, we need to estimate the PE of the ship and it will become
important information in developing the design stage. Though, in this project it only provides
two methods. But still there are a lot more method in predicting the PE of the ship.
By doing some propulsion characteristics in part 4, we could select the best propeller
design to be fitted to our ship. To overcome the resisting forces, we must design the best
propeller that could provide forward thrust. Through this part, we already obtain the best
efficiency, RPM, diameter, number of blade and BAR. The geometrical features will give the
effect in propulsive efficiency and the installation of main power plant. To select the best
efficiency for buoy tender vessel, we have to consider all the geometrical features that will give
the best efficiency to the operation of the ship. Even though the efficiency is not as high as the
merchant ship, the value of the efficiency is still considerable.
Buoy tender vessel basically should be able to carry out buoy tendering operations in
close quarters in harbors and in open seas. A good efficiency when handle the vessel is really
important and, from this project, we should know what is the best design that the vessel can have
from the hull form, such as, we cannot have a big diameter propeller since this ship are small. It
is proven that, in order to make a decision, on choosing the design of a ship, there is numerous
considerations that need to be considered.
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